Intake-manifold.



F. E. ARNDT.

INTAKE MANIFOLD.

APPHCATION FILED JAN. 12. I918.

Patented Sept. 10,1918.

2 SHEETSSHEET 1.

atforwcq F. E. ARNDT.

INTAKE MANIFOLD.

APPLICATION FILED JAN. 12. I9IB.

Patented Sept. 10, 1918 2 SHEETSSHEET 2 tained and the ultimate degreeof power FRANKLIN E. ABNDT, 0F GALION, OHIO, ASSIGNOR OF ONE-HALF TODAVID C. BOYD, OF GALION, OHIO.

INTAKE-MANIFOLD.

Specification of Letters Patent. fatentgd Sept. 10 1918 Applicationfiled January 12', 1918. Serial No. 211,600.

To all whom it may concern:

Be it known that. I, FRANKLIN E. AnNnT, a citizen of the United States,residing at Galion, in the county of Crawford and State of Ohio, haveinvented certain new and useful Improvements in Intake-Manifolds, ofwhich the following is a specification.

This invention relates to an improved intake manifold for motor vehicleengines and has for its primary object to provide an intake manifoldespecially designed for use in connection with an engine of the typeused in the Ford automobile, and which is intended to be substituted forthe intake manifold of the engine and interposed between the usualexhaust manifold and the ports of the engine cylinders.

In its broadest, aspect, the invention contemplates the provision of asimple and effective manifold construction which will result in thethorough vaporization of relatively low grade hydrocarbon fuels, such askerosene and the like. and which will also increase the vaporization ofgasolene or other relatively refined fuels in the passage of such fuelfrom the carbureteigto the cylinder intake ports, to the end that amaximum of completely vaporize-d gas will be obefficiency procured inthe combustion thereof.

It is another object of my invention to provide an intake manifoldwherein the gaseous mixture is heated and thoroughly vaporized by theBXlltlllShIflOll'l the engine cylinders, the manifold being soconstructed that it may be readily applied in' operative position withrelation to the exhaust inanifold, without necessitating structuralchanges of any character whatever in the latter.

The invention also has for one of its more specific objects to providean intake manifold as above characterized having spaced exhaustreceiving ports and intake ports spaced from the exhaust ports, andmeans for directing the gaseous mixture in close confinement around thewalls of the exhaust ports, whereby the mixture is heated to a very highdegree and allsolid particles of fuel thoroughly vaporized in thepassage of such mixture to the intake port-s.

It is likewise one of the secondary objects of my invention to provide amanifold construction wherein the incoming gaseous mixture is equallydivided in the manifold and distributed in uniform volume to therespective intake ports without creating back pressure through thecarburetor connection.

And it is a further general object of my invention to provide ahydrocarbon fuel vaporizer embodied in the construction of the intakemanifold. which is relatively simple, as well highly effective andreliable in practical use, may be easily and quickly applied inoperative position without requiring the services of a skilled mechanic,and by the use of which appreciable economy may be realized in theoperation of the engme.

\Vith the above and other objects in view, my invention consists in thenovel features of construction, combination, and arrangement of parts tobe hereinafter more fullv described, claimed and illustrated in theaccompanying drawings, in which:

Figure 1 is an elevation partly in section showing my improved intakemanifold applied to a. motor vehicle engine of the Ford type inconjunction with the usual exhaust manifold;

Fig. 2 is a top plan view;

Fig. 3 is a rear side elevation of the intake manifold;

Fig. 4 is a horizontal section taken on the line H of Fig. 1;

Fig. 5 is a section taken on the line 5-5 of Fig. 1; i

Fig. 6 is a section taken on the line 6-6 of Fig. 1; and

Fig. 7 is a section taken on the line 77 of Fig. 1.

Referring in detail to the drawing, 5 designates the front side or bodywall of the vaporizer casing and 6 and 7 respectively indicate thelongitudinally extending top and bottom walls thereof. These top andbottom walls preferably converge longitudinally to the ends of themanifold and are integrally connected by the terminal exhaust ports 8.The top wall 6 at the center of the manifold and at each side thereof isdownwardly curved, as shown at 9. 10 designates the curved goose-neckconnection to the carbureter (not shown) which is integrally formed withthe bottom wall 7 of the manifold at its longitudinal center.

The bottom wall 7 extends in a horizontal plane for a short distanceupon each side'of the carburetor connection 10 and at the ends of suchhorizontal portions of the wall 7, verti-ally disposed transverse webs11 are integrally formed therewith and also with the front wall of themanifold body. The upper ends of each web 11, which terminates at the.approximate center of the manifold, are integral with the cylindricalwall of an exhaust port 12. The intermediate exhaust ports 12 are spacedfrom each other and disposed at approximately equal distances from thecenter of the manifold.

13 designates the two intake ports of the manifold which are locatedbetween the intermediate exhaust ports 12 and the terminal exhaust ports8. ()bliquely inclined transversely disposed webs 11 and 15 respectivelyare integrally formed with the top wall 6 of the manifold and with thewall of the exhaust port 12, said webs being connected to each other bythe integral, substantially semi-circular wall 16, which extends aroundthe outer side of the. intake port 13. 17 designates a rear side wall ofthe manifold which is integral with the top and bottom walls, the webs11, 11 and 15, and the port walls 16, whereby the rear side of themanifold body between the several ports 12 and 16 is entirely closed.The. remaining longitudinal portion of the manifold body at the rearside thereof, between the webs 11 and the terminal exhaust ports 8, isopen as is clearly shown in Fig. 3 of the drawings. lVithin the body ofthe manifold, between the spaced vertical webs 11 thereof, integrallyconnected transverse baffle plates 18 are arranged, said baffle platesextending transversely between the front wall 5 and the rear side wall17 of the manifold. These batlie plates are curved in relativelyopposite directions in concentric relation to the respective exhaustports 12 and the integrally connected upper ends of these b'atlie platesterminate in a plane in which lie the axes of said ports. The lower endsof the ballle plates 18 are disposed in spaced relation to therespective Webs 11 and at a point substantially midway between said websin the wall of the carbureter connection 10.

The battle plates 18 and the walls 9 in conjunction with the walls ofthe respective exhaust ports form curved upwardly extending passages,designated 19, leading from a common inlet chamber 20 which receives thegaseous mixture. These passages above the batlle plates 18 communicatewith passages, indicated at. 21, which are formed by the spaced webs 1 1and 15. The downwardly curved. central portions 9 of the wall (3, whichare likewise concentrically related to the walls of the exhaust ports12. constitute in etl'cct continuations of the walls 11. Thus, ineffect. there is provided passages of unin- .terrupted continuityleading from the common gas inlet chamber 20 around the exhaust ports tothe respective intake ports 13 of the manifold structure.

The top wall 6 of .the manifold is preffuel, as will be presently morefully related.

Each of the integral wall connections between the webs 15 and the wallsof the exhaust ports 12 is transversely bored to provide' an opening 23therein and additional openings 2-1t are likewise formed in the frontwall 5 of the manifold body between the terminal exhaust ports8 and theintake port 16 for the purpose of receiving the usual fastening bolts.

In assembling the improved intake manifold in operative position uponthe Ford type of motor vehicle engine, the usual intake manifold isremoved and my improved manifold is interposed between the exhaustmanifold and the engine cylinder head, it being understood that theseveral intake and exhaust ports of the manifold are disposed inregistering relation with the corresponding ports of the cylinders. Theconnections of the exhaust manifold indicated in the drawings at 25 arethen engaged with the outer sides of the several exhaust ports 8 and 12of my improved manifold. Bearing brackets, indicated at 26, are disposedbetween the exhaust port connections to the intake manifold, each ofsaid brackets including,a main body plate recessed at its opposite endsas at 27 to receive the clamping bolts 28. iearing lugs 29 and 30 areformed upon the central portion of this plate and project respectivelyfrom the opposite side faces thereof. The lug 29 engages against theouter side wall 5 of the intake manifold. 31 designates the clampingmembers as are provided in the type of engine above referred to forholding the manifolds in their operative positions. One end of theclamping member is engaged against the lug 30, while the other endthereof bears upon one of the exhaust manifold connections. By thentightening the nuts on the outer ends of the rods or bolts 28, theexlaterally against the webs '11. It then passes upwardly and inwardlybetween the walls of the exhaust ports 12 and the batlle plates 18 andaround the exhaust port walls through the passages 21 to the intakeports 13. The flame and exhaust gases which enter the exhaust manifoldthrough the ports 1:2, heat the annular walls of said ports to a veryhigh degree. The gaseous mixture in its travel through the passages 19is confined by the baffle plates 18 and forced-to travel through saidpassages in close contact with the exhaust port Walls. Thus it will bemanifest that the mixture is very highly heated and all solid particlesof fuel which may be contained therein will be thoroughly vaporized. Inthe passage of the vaporized mixture into the passages 21, an equaldivision of the mixture will be maintained owing to the fact that thetop of the manifold is provided with the curved wall sections 9 whichare concentric to the walls of the exhaust ports, effecting a divisionof themixture above the upper ends of the battle walls 18 so that itwill be delivered in uniform volume to the respective intake ports 13.

From the foregoing description. taken in connection with theaccompanyingdrawings, the construction, manner-of operation.

, and several advantages of my invention will be clearly and fullyunderstood. The improved intake manifold may be produced in the form ofa single integral casting and can therefore be expeditiouslymanufactured at relatively small cost. The manifold,

as a whole. is of very simple construction, v

and While I have herein referred to the device as particularly designedfor use in connection with the Ford type of motor vehicle engine, itwill be at once apparent to one familiar with the art that by resortingto minor structural modifications, the manifold may also be adapted foruse in connection with various other types of such engines. In practiceit has been found that the device accomplishes the intended purpose in avery satisfactory manner, and enables the engine to be operated onrelatively low grade hydrocarbon fuels, or with the more refined fuels,such as gasolene, with a material reduction in the consumption of thelatter, though without impairing the power efiiciency of the engine. Asthe low grade fuels are procurable at considerably less cost thanrefined hydrocarbon fuels, the economy resulting from the use of thedevice will be at once manifest. The construction and relativeproportions of .the several parts of the manifold, as indicated in theaccom-' panying drawings, I have found to be productive of the bestresults. It is, however, to he understood that the several structuralfeatures of the device are susceptible of numerous modifications, and Iaccordingly re serve the privilege of adopting all such legitimatechanges therein. as may be fairly embodied within the spirit and scopeof the; invention as claimed.

Having thus fully described the invention, what I desire to claim andsecure by Letters Patent is:

1. A manifold for internal combustion engines comprising a body havingspaced noncommunicating ports extending transversely therethrough toreceive the exhaust from the respective engine cylinders, said bodybeing also provided with a fuel inlet chamber and intake ports disposedin spaced relation to the exhaust ports, and means for directing thefuel mixture from the inlet chamber around the walls of the respectiveexhaustports to the intake ports.

2. A manifold for internal combustion engines comprising a body havingspaced noncon'nnunicating ports extending transversely therethrough toreceive the exhaust from the respective engine cylinders, said bodybeing also provided with a fuel inlet chamber and intake ports disposedin spaced relation to the exhaust ports, and a transversely disposedwall ha-ving portions disposed in concentric relation .to the walls ofthe respective exhaust ports to direct the fuel mixture from the inletchamber around the latter walls in close contact therewith to the intakeports.

A manifold for internal combustion engines comprising a body havingspaced noncommunicating exhaust ports extending transverselytherethrough to receive the exhaust from the respective enginecylinders, and an intake port disposed in spaced relation to each of theexhaust ports, said manifold .body having a fuel inlet chamber andintegrally connected walls defining passages leading from the inletchamber around the respective exhaust ports to the intake ports.

l. A manifold for internal combustion engines comprising a body having afuel inlet chamber, and integrally connected walls defining spacedintake and exhaust ports and a fuel receiving passage leading to theintake port, and a transverse wall constituting an integral part of themanifold structure and disposed in spaced relation to the wall of theexhaust port to direct the fuel mixture around said port wall and inclose contact therewith into said passage.

5. A manifold for internal combustion engines comprising a body having afuel in let chamber. and spaced transversely extending walls at theupper side of said chamber defining exhaust ports. said manifold bodyalso having additional transverse walls defining intake ports laterallyspaced from the respective exhaust ports and passages leading to saidintake ports. and ballle walls extending transversely through the fuelinlet chamber and acting to direct the gas mixture in equal yolumearound the walls "of the respective exhaust ports and into saidpassages.

6. A manifold for internal combustion engines comprising a singlestructural unit and including a front side Wall, top and bottom walls,and a plurality of integrally connected transverse walls defining intakeand exhaust ports and a common fuel inlet chamber, and passagesconnecting the inlet chamber to the intake ports around said exhaustports, a rear wall closing said chamber and the passages, said exhaustports opening through the front and rear walls of the manifold and saidintake ports opening through the rear wall thereof.

7. A manifold for internal combustion engines comprising a singlestructural unit and having an elongated body including a front wall andtop and bottom walls, and terminal exhaust ports at the ends of themanifold body, the manifold structure also including integrallyconnected transverse walls between the top and bottom walls thereof anddefining a plurality of intake and exhaust, ports and a common fuelinlet chamber, and passages leading from said chamber to the respectiveintake ports, a rear wall closing the inlet chamber and said passages,the exhaust ports opening through the front and rear walls of themanifold and the intake ports opening through the rear wall thereof.

8. In combination with an internal co1nbustion engine having an exhaustmanifold, an intake manifold comprising a single structural unit adaptedto be interposed between the exhaust manifold and the engine cylindersand having a plurality of transverse walls defining intake and exhaustports and a common fuel inlet chamber, the manifold structure beingfurther provided with additional terminal exhaust ports, said exhaustports of the intake manifold being open at their opposite ends andadapted to be connected to the exhaust ports of the engine cylinders andtherespective fuel inlets of said exhaust manifold, the intake ports ofsaid intake manifold opening upon one side of the manifold body andadapted for connection to the intake ports of the engine cylinders.

In testimony whereof I aflix my signature in the presence of twowitnesses.

FRANKLIN E. ARNDT. WVitnesses:

DEAN C. Txnno'r'r,

M. G. MUNGEM.

